swanson



March 8, 1932.. E. R. SWANSON I 8,

RAILWAY CAR Filed April 4, 1950 2 Sheets-Sheet 1 I. v I (3%.

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E. R. SWANSON March 8, 1932.

RAILWAY CAR Filed April 4. 1930 2 Sheets-Sheet 2 MFM hatter/M44 5 Patented Mar. 8, 1%32.

elites EARL n. fiWANSON, on CHICAGO, m 1s, ASSIGNORL'IO :oH'IoAGo-onEv I-mnn cm V noormeeommn or CHICAGO, Immerse eonronerronoe mnmwnnn 1 IIRAILWAY eAR Application A filed. April" 4,

' -My invention relates to railway ears and more particularly to the end w'alls thereof made-of one or more metallic plates or panels integrally formed with stiiiening and reinforcing corrugations or EIHBOSSIDGHJES.

' It iswell known-that the end walls ot'rail.

way ears are subjected to forces of considerable magnitude due to inertia thrusts and pressures caused by shifting oi lading' within the car when thecar is subjected to severe bufling and draft shocks. Although these thrusts. may be inoreorless evenlydistributed ,over the end Wall'as awhole, they are however frequently localized; thereby tending to distort the walisin relativel small areas. In order that the end walls'rnay most efiicientlywithstand the thrusts or force's delivered thereto by the lading within the car the platestrueture constituting an end Wall is usually integrally provided with a plurality of strengthening and rl'gidltylng corrugations "which. are however so formed and, ar-

ranged thatthestructure will possess suffieient resiliency to prevent perlnanent distortion thereof. The corrugationsthus formed in'theplates in effect constitute beams and in' determining stresses therein they are considered as such.

Heretofore in metallic end plates the eorrwgations have been so formed that they are substantially syminetrieal that is the:

- amount of metal. disposed on one side of the neutral faitis extending transversely of the is substantiall'j' equal to the posed on the opposite side corrugations l amount of in of that a lflowever since pra etieallya'll oi: the or thrusts to which the endwvall of a car' isesubject'ed are delivered thereto tlfronitheinterior oi the ear the po'rtionof the end wall adjacentthe inside oi the car is practieally always inieo-inpressie'n while 'the por- I 1 1. if'liCu is pre etie conditions, plate between he merrier always in tension. Due to these axis thereof and the insi e otth e" oa the portions of the plate between the neutral; anis and theouts1de of the car are'respeetively in ooinpression and heulste the exterior of the car namely,;that the portions of the acteristics as 'eompa'red with-end walls' "ha' v ing symmetrically formed reinforcements;

The princ pal ob eeto'i? my invention is to provide the metal end plate of-ajrallway ear mn 'rn compression; 7

with a plurality of eorrugations*soiforined and arranged that those, normally =1n{tens1on have egreater beam strength-than thosenore Another object I of the invention is to pro I vide an end, platewith a plurality iotoorruga'tions alternatelyprojeeting inwardly and outwardly with respect' to "theinterior o'f the canon opposite sides '01 the neutral axis of the plate which extends transversely "of the corrugations, the outwardly" proj ectingeoe rugations being jeoting ne yf" v y I A further obj ect of the invention is to prov vide -'tl1e I corrugations normally in tension with plurality-of reverse eorrugations of 7 provided with reverse eorrugatiensi of legs depehrthan th inwardly prnoh less'depth and length th'anthos'enormal' lyin j compressionfy Y Y I "Other and more specific objects and tea tures residing in advantageous formfsyeo'm binat-ions and relations of mitts {will he're'inf after appear and'bepointedout in the claims;

In the drawings illustrating gpr'ferre'd em?- I bodiinents" of the invention:

railway box ear having-endlplates' eon strueted in accordance with the invention.

Figure '1 is an endelevation'alviewof-a Figure 2 is a sectional View taken onflin'e 7 Figure 3 "is a sectional View'takenon line 34$,Fi 1ire 1. '5 Figure '4 is a fragmentary enlarged seetien al View taken on line 41 -4, Figure- 1. Y V

' ilfiig'u'r'es 5,6,"? and Bare enlarged frag inentary sectional views taken on lines -6-6,' -77 and 8-8, respeetive1y,"o Fig-l y 'Figure 9 is afragmentary-end e'levationzfl' viewof a railway .box car showing a ;modi' lied form of'the invention. o i

' Figure 10 is likewise a iraiginentaryl en'd loo elevational view of a railway box car showing still another modified form of the invention.

Referring more particularly to the drawings 1 indicates the roof of the car, 2 the end plate and 3 the end sill. As is usual the end plate is rigidly connected to the end sill 3 by corner posts 4 which, while they may be of any suitable form, have been depicted in the present embodiments of the invention as of Z-shape. The end wall of the car consists of a plurality of metal plates 5 and a wooden lining 6, the latter being used to comply with the requirements of the American Railway Association. Although I have illustrated the end wall as being made with two metal plates itwill be readily appreciated that one or any number of these plates may be employed, the number solely depending upon the particular requirements of the railroads. If, as shown. in the drawings, two plates are used they may be connected in any convenient manner such as by rivets 7. The upper edge of top plate is preferably secured by rivets 8 to the end plate 2 while the lower edge of the bottom plate is preferably secured by rivets 9 to the end sill 3. The marginal side edges of the plates may be conveniently flanged inwardly and rigidly connected to thecorner posts 4:. As the construction of the two plates is the same in all major respects only one will be described. V

Theend plate is provided with a plurality of corrugations alternately projecting inwardly and outwardly with respect to the interior of the car on opposite sides of the neutral axis of the plate extending transversely of the corrugations. The position of this neutral axis has been indicated by the line ab in Figure 5 of the drawings. Since, as stated before, the thrusts or forces to which the end wall of the car is subjected are practically entirely delivered to it from the interior of the car, the outwardly projecting cor rugations, designated by'the reference numeral 10, may be considered as tension members of the end plate while the inwardly proj ecting corrugations, designated by the reference numeral 11, may be considered as compression members.

The outwardly projecting or tension corrugations 10 are so formed that they possess greater beam strength than the inwardly proecting or compression corrugations 11. While this may be accomplished by either making the tension corrugations wider than the compression corrugations, the depth of v the corrugations being substantially constant,

or, by making the tension corrugations deeper than the compression corrugations, the width of the corrugations belng constant, it is preferred to make the tension corrugations of greater depth and width than the compress on corrugations. Although the corrugations have been illustrated as being substanti ally arcuate it will be appreciated that they may be of any suitable or desirable contour.

All of the major corrugations extend substantially continuously from adjacent one edge of the sheet to adjacent the other edge thereof and they all preferably terminate in substantially vertical lines. Each of the corrugations is of substantially uniform width between points slightly inwardly of its ends, these points being respectively designated by. lines ceZ and.ef on the two lowermost corrugations in Figure 1. From these points to their ends the outwardly projecting or tension corrugations increase in width while the inwardly projecting or compression corrugations decrease in width. Although the compression corrugations are of constant depth between the lines cal and ef, only the central portions of the tension corrugations are of constant depth, the extent of the constant depth portions of these latter corrugations being defined by lines gh and Z- zm From these points the tension corrugations may advantageously decrease in depth substantially to their ends.

To further rigidify and strengthen the plate each of the outwardly projecting tension corrugations 10 is preferably formed with a plurality of reverse corrugations 12-. These reverse corrugations are located in the end portions of the tension corrugations and since they extend inwardly to a less extent than the compression corrugations 11 they do not form a complete split in the tension corrugations. The reverse corrugations extend in the direction of length of the tension members, beginning at the points g-h and Zm where the latter start to decrease in depth, and terminating at their outer ends in the vertical lines passing through the ends of the major corrugations. To compensate for the reduction in depth of the tension corrugations the respective reverse corrugations progressively increase in depth and width to the points 0(Z and ef as the former decrease in depth. Furthermore, since the tension corrugations increase in width from the points 0(Z and e, respectively, to their ends,the corresponding portions of the reverse corrugations decrease in depth and width. Inthis manner the excess metal which would occur by variations in the dimensions of the major corrugations is taken up by the reverse'corrngations. It will, of course, be appreciated that not only do the reverse corrugations take up the excess metal which would otherwise result but they also stifien the end portions of the tension corrugations,

which are relatively large, thereby making them less resilient.

Although the invention has been illustrated as applied to a railway box car it will be readily apparent that it is not limited in its application to this type butmay be applied with equal success to other cars, such as gondola cars. Furthermore the corrugajecting corrugations.

firemen tions need not be arrangedhorizontally as disclosed in Figures 1 to; 8,. inclusive, of the drawings but they may be arranged vertically as shown in Figure 9 or diagonally as, shown in Figure 10.

The wooden lining with the inner faces of the compression corrugations and may advantageously be secured to the endplates by nailing strips 13 interposed between the lining andthe tension corrugations, being rigidly securedto the latter by any suitable means such as bolts l l.

From the foregoing it will be perceived I vided with a plurality of corrugations, sald that a car end soformed will efiici-ently withstand the thrusts to which 1t 18 subjected by lading shifting within the car I claim: 7 I

1. A railway car having an end plate provided with a plurality of corrugations, said corrugations alternately projecting inwardly and outwardly with respect to the interior of the car on opposite sides of the neutral axis of the plate which extends transversely of the corrugations, said outwardly project-v ing corrugations being of greater width than the inwardly projecting corrugations.

*2. A railway car having an end plate provided with a plurality of corrugations, said corrugations alternately pro ecting inwardly I V ing"corruga't1ons be ng, of greater :beain strength than the inwardly projectinglconand outwardly with respect to'the interior of the car on opposite sides of the neutral axis of the plate which extends transversely of the corrugations, said outwardly projectingcorrugations being of greater depth than the inwardly projecting corrugations.

3. A railway car having an end plate pro-. o g iv ded with a plurality of corrugatlons, said vided with a plurality of corrugations, said corrugations alternately projecting inwardly and outwardly with respect to the interior of the car on opposite sides of the neutral axis of the plate which extends transversely of the corrugations, said outwardly projecting corrugations'being respectively of great- .er width and depth than the inwardly pro- 4;. A metalllc plate for the end of a railway car having a plurality of corrugations alternately projecting on opposite sides of the neutral axis of the plate which extends transversely of the corrugations, the corrugations disposed on that side of the saidn'eu tral axis of the plate normally under tension being of greater width than the corrugations disposed on that side of the neutral'axis of" the plate normally under compression. 7

'5. A metallic plate for theendof a rail way car having a plurality oit'corrugations alternately projecting on opposite sides of the neutral axis of the plate which extends transversely of the corrugations, the'corruga tions disposed on that side of the neutral axis of the plate normally under tension being of greater depth than the corrugations 6 preferably contacts l g ,(VQISQlYIOf (the corrugations, the corrugations '{disposedon qthatsidejofithe said neutral axis @otthe plate'normally under tension-being re-i spectively of. greater width and depth than neutral axis of r-the pla ,eompression.

disposed-on that side of the 'neutral axis of theap'late normally under tension. r 16. -A nietal-lic plate forthe-endof-arallway ;car having :a plurality of corrugations alter- ,natelypmjecting oniopposite sides of theneutral axis of the plate which extends transthe corrugations disposedon that sideof the normally under 7. Arailwaycar having an end plate'p'rocorrugations alternately projecting inwardstrength. than the inwardly projecting cor- 'rugations.

- 8. A railway ,car having an end platepro- 'fvidedv-with a plurality of corrugations, said corrugations alternately projecting inward- 1y and outwardly with respect to the interior otthefcar on opposite sides of the neutral axis ofthe plate which, extends transversely j 595 I or the corrugations, said outwardly project- 9:, A- ra'ilway car having an end plate pro corrugations-a'lternately projecting inwardly and outwardly with respect tothejinterior ofthe .car' on opposite sides ofthe-lneutral axisgof the plate which extends transversely 3 I "ofthe corrugations, said outwardly projectflngfcorrugations being respectively provided with reverse corrugations of 7 less depth than said "inwardly projecting corrugations. 10; A rail-waygcar having an end plate proprojecting corrugations being respectively 7 1 I p provided a p'lurality of reverse cQrrugations ofess depth thansaidinwardly projecting corrugations.

. 11. yiel ed-with a pluralityof corrugations, said corrugations alternately projecting inwardly and outwardly with respect to the'interior of: the car orippposite sides of the-neutral axis of the platewhich extends transverselyfo-f the corrugationaeach-of said outwardly'pro jecting corrugationsbeing respectively ,pro-

vided witha plurality of corrugations, said corrugations alternately projecting inward:

railwaycarfhavlng an end plateprovided with a plurality of reverse corrugations of less depth than said inwardly projecting corrugations, the outer ends of said reverse corrugations terminating substantially in line with the ends of said inwardly projecting corrugations.

12. A railwaycar having an end plate provided with a plurality of corrugations, said corrugations alternately projecting inwardly and outwardly with respect to the interior of the car on opposite sides of the neutral axis of the plate which extends transversely of the corrugations, the portions of the outwardly projecting corrugations between points respectively adjacent opposite edges of the sheet being of substantially uniform width, said portions or the corrugations being provided with reverse corrugations.

13. Li railway car having an end plate pro- 7 vided with a plurality of corrugations, said cor ugations alternately projecting inwardly and outwardly with respect to the interior of the car on opposite sides of the neutral axis of the plate which GIILGIlClS transversely of the corrugations, the portions of the outwardly projecting corrugations between points respectively adjacent opposite edges of the sheet being of substantially uniform -idth, sain portions of the corrugations being provided with reverse corrugations of less depth than the inwardly projecting corrugations. 7 V

14. A railway. car having an end plate provided with aplurality of corrugations, said corrugations alternately projecting inwardly and outwardly with respect to the interior of the car on opposite sides of the neutral axis of the plate which extends transversely of the corrugations, said outwardly projecting corrugations being of greater beam strength than the inwardly projecting corrugations, and said outwardly projecting corrugations bein respectively provided with reverse corrugations of less depth than said inwardly projecting corrugations. j

15. A railway car having an end plate provided with a plurality of corrugations alternately projecting inwardly and outwardly I with respect to the interiorof the car on opposite sides of the neutral axis of the plate which extends transversely'of the corrugations, said outwardly projecting corrugations being of greater beam strength than the inwardly projectinr corrugations and the portions of theoutwardly projecting cor rugations between points respectively adjacent opposite edges'of the sheet being of substantially uniform width, said portlons' of' the corrugations being corrugations. V

In testimony whereof I afiix my signature.

EARL R. SNANS ON.

provided with reverse 

